Most at the end of 1959, Most carriages by 1972 and the last unit in 1992
Electric train of the NS of the type Mat '24 at Amsterdam CS; circa 1927. Motor carriage BD 9012 at the front. Collection of Het Utrecht Archief.Electric train type Mat '24 with a control carriage at the front in Utrecht C.S.; January 23, 1958.Train consisting of buffer stock ('blokkendozen', mat '24) at Amsterdam Central Station; 1953.
The Mat '24 was a series of electric "locomotives" of the Dutch Railways. After the arrival of electric streamline units in 1935, the name of this equipment became Blokkendozen (Block Boxes), after the angular model. Some NS employees and those interested in the railway invariably spoke of "(electric) buffer equipment", to distinguish it from the streamlined, bufferless electric multiple units of the types Mat '35, Mat '36 and Mat '40.
The design of this equipment in 1924 made use of the experience gained with the first electrical equipment in the Netherlands, the ZHESM equipment from 1908, which was used on the Rotterdam Hofplein - Scheveningen (Hofplein line) railway line.
Characteristics
The combinations were more or less fixed, formed with motor carriages and intermediate carriages, usually consisting of two motor carriages in a train circuit and two or three intermediate carriages. The motor carriages were initially equipped with a driving position on one side. To increase the availability, motor vehicles were later also delivered that were equipped with folding bellows, with a cab (small by contemporary standards) next to it.
Due to the presence of buffers and screw couplings, this equipment could also be used in pulled trains. Conversely, other types of carriages, if equipped with controls, could also be used in blokkendoos trains. This was the case from 15 May 1928 onwards in trains on the Oude Lijn, which included CIWL dining cars.[1]
Composition and numbering
The Blokkendozen are electrical buffer units and consist of a large number of different types of motor vehicles and support vehicles. The total number of blokkendozen produced is 259. Below is an overview of these different subseries:[2]
Original variants
Designation
Amount
Series
Model
Notes
mBD
30
9001 - 9030
Motor carriage 2nd class (40 seats) with luggage compartment.
mCd
47
9401 - 9447
Motor carriage 3rd class (88 seats) with a driving position and passage on one side
mC
38
9001 - 9038
Motor carriage 3rd class (88 seats) with a driving position on one side, without passage.
mABD
4
9001 - 9004
Motor carriage 1st and 2nd class with extra luggage compartment
In the 1930s, some renovations were carried out on Mat '24, so the equipment could cope better with the transport needs of the time. The white-green livery of the trains was changed to green, as it was less contagious to dirt.
New designation
Old designation
Amount
Series
rebuilding
ABec
Aec
4
8521 - 8524
Rebuilding from only 1st class, to 1st and 2nd class
Bec
Aec
3
8525 - 8527
Rebuilding from 1st to 2nd class
Ce8c
Bec
10
8522 - 8531
Rebuilding from 2nd to 3rd class
Conversion into drawn carriages and separate service carriages
After the last Blokkendoos was used as electrical buffer unit in 1959, the role of the various (motor) carriages on the railway network was not yet over. Gradually in the 1950s a large part of the equipment was painted blue and used as drawn carriages. The engines and pantographs were removed from the motor carriages. Carriages were used in various passenger trains. In addition, the carriages were used in military leave trains.
New designation
Old designation
Amount
Series
AB
ABecm
9
5611 - 5619
A
Aec
20
5001 - 5008, 5501 - 5512
AB
Bec
13
5101 - 5111, 5601 - 5602
B
Bec/Ce8C
8
5201 - 5208
B
Cec
45
5211 - 5241, 5701 - 5714
Bz
Ces
2
5301 - 5302
Bz
mCd
36
5831 - 5866
Bz
mC
51
5801 - 5851
BDz
mBD
8
5901 - 5908
In addition to the conversion of numerous carriages and some motor carriages into drawn carriages, some motor carriages with luggage compartments were converted into service carriages for the NS (mDW) and the PTT (Motorposten). The service carriages were used, among other things, for training drivers, ATB measuring carriage and as rail grinding carriage. With the commissioning of 35 new Motorposts in 1965, the Blokkendoos motorposts were taken out of service.
Motor post carriage 9201 shortly after the renovation in Haarlem; Sept 24, 1956.The mBD 9006 'Jules' at the Wagonworkshop Amersfoort during the railparade in Amersfoort.Motor service carriage Jules (ex-mBD 9006) in Rotterdam.Blokkendozen unit at Haarlem railway station.
New designation
Old designation
Amount
Series
mP
mBD/mCD
13
9201 - 9213
mP
mB4D
8
9221 - 9228
mP
mABD
4
9231 - 9234
mDW
mC
5
169306 - 169310
In service
The mat '24 was initially intended to be used on the Amsterdam - Rotterdam (Old Line) railway line, which was electrified in 1924-'27. In addition, the IJmond line was electrified in 1927. Over time, the mat '24 could be seen on a large part of the electrified network.
Service before 1931
Until the electrification of the Zaan line in 1931, a total of 193 carriages were available. These carriages were assembled in the following order:
6 7-multiple units mBD + Bec + Bec + Aec + mCd + Cec + mC
11 6-multiple units mBD + Bec + Aec + mCd + Cec + mC
11 8-multiple units mBD + Bec + Aec + mCd + Cec + mC (of which 2 reserve trains)
4 3-multiple units mBD + CeC + mC (IJmond line)[3]
Service after 1931
In 1931 there was another delivery in connection with the electrification of the Amsterdam - Alkmaar (Zaanlijn) railway line. Between 1923 and 1932 a total of 130 motor carriages and 129 intermediate carriages were delivered by various factories.
The NS had no electric locomotives in service during the Second World War, although contacts with suppliers were already underway and after the war resulted in the 1000 series. In the summer of 1940 there were shortages of steam locomotives for pulling goods trains. Because diesel trains were taken out of service due to a fuel shortage, lack of materials in the workshops, mandatory maintenance of steam locomotives of the Deutsche Reichsbahn and increased transport, more locomotives were needed. Five formations of three motor carriages were made of the Blokkendozen stock for pulling heavy goods trains on the Middennet and the Old Line. With this, the heavy coal trains from the mines in Limburg could be transported to Eindhoven and the west of the Netherlands. In 1942, due to a severe winter and a consequent high defect rate, the shortage of locomotives increased to such an extent that the number of combinations was increased by eight.
Withdrawal
In the mid-fifties, most of the motor carriages were converted into drawn carriages. In 1959 the Blokkendoos trains were used for passenger transport. The last drawn Blokkendoos carriages ran in a passenger trains in 1972. Subsequently, various carriages were sold to heritage lines, including the Veluwsche Stoomtrein Maatschappij (VSM), the Stoomtrein Goes-Borsele (SGB) and the Zuid limburgse Stoomtrein Maatschapij (ZLSM).
Second Life
Germany
After the Second World War, several carriages were left behind in the Eastern Bloc. In the 1980s and 1990s, various blokkendoos were found in the former DDR.
Two carriage set mBD 9107 and Ces 8104 in Heerhugowaard.Museum blokkendoos train with control carriage Ces 8104 at the front, the Cec 8553 as the middle carriage and motor carriage mBD 9107 at the rear, between Halfweg and Spaarnwoude.Museum Blokkendoos train set as 'Homesick Express' between Den Dolder and Soestduinen; 2014.
Preservation
In the eighties, an electric museum set was constructed from parts of various carriages, consisting of a motor carriage and a carriage with driver position. This set was completely restored and put into service in 1989. In 1994 an intermediate carriage, equipped with a restoration department, was added to increase the rentability for groups. This equipment is now in the collection of the NSM in Utrecht.
The two-car set initially consisted of the motor carriage mBD 9107 and the control car Ces 8104. The latter carriage never existed before: the series consisted of the Ces 8101 up to and including the Ces 8103, built by Beijnes in Haarlem. A "new" Ces 8104 was added to this series at the end of the 20th century in the main workshop in Amersfoort from various remnants of old blokkendozen carriage for the museum train set: the Ces 8104.
The Cecr 8553 intermediate carriage added later has been given the previously never used designation 'r', for restoration.
One of the motor carriages (the Jaap) was also restored in the 1990s by the main workshop Haarlem as a heritage carriage. This mC 9002 carriage has been restored to the original cream-green color scheme from the 1920s and can form a four-car unit together with the museum set of the Railway Museum.
Jules, originally mBD 9006 motor carriage, the other motor carriage that first bore the name Bromvlieg in 1968 and was renamed Jules in 1969, was converted into an ATB measurement carriage in 1976 and painted in the yellow livery. This carriage was taken out of service in 1992, after which it was acquired by the STIBANS in 1997 and painted in the brown livery as motor mail carriage mP 9204. This carriage is not roadworthy.
The Blokkendoos carriages used by the Stoomtrein Goes-Borsele (SGB) and the Veluwsche Stoomtrein Maatschappij (VSM) are pulled by a steam locomotive. There is also a motor carriage and two drawn carriages without museum status at a campsite in Eext.
On November 3, 2006, a Museum Blokkendoos train consisting of six carriages was driven on the mainline for the first time since the last one was withdrawn. This train consisted of the mC 9002, the three carriages of the Railway Museum and two intermediate carriages of the SGB. This made a trip of more than 1000 km through the country, to raise money for a good cause.
On December 7, 2013, four journeys were made with Blokkendoos carriages on the Zwolle – Lelystad route on the occasion of the first anniversary of the Hanzelijn. 150 inhabitants of surrounding cities received a special train ticket from the Dutch Railways.[5]
Former carriage NS Ae4c3 8508, converted into an assembly carriage by the NS in 1957 with number 165 080 and later UIC 80 84 974 1618. Initially at SGB. bought by the VSM on January 12, 2015.[8]
Forms a train set together with Ces 8104 and mBD 9107. Carriage Cec 8553 is used as the middle carriage of the Museum Blokkendoos Train.
mC 9002
Working group Jaap; Haarlem main workshop
Renumbered in 1950 as mC 9452. Former motor service carriage 169306, which was used from 1967 for learning journeys from the Eindhoven depot as 30 84 978 2 500-7, together with the mC 9012 (later mC 9462, mB 9462, mDW 169310, 30 84 978 2 501-3).[9]
mBD 9006
wagonworkshop Amersfoort
Renumbered to BD 9106 in the 1930s, CD 9106 in 1945. Again BD 9106 in 1956. Rebuilt in 1957 to mP 9204. Renumbered to 978 2 812 in 1968, 978 1 802 a year later. Renumbered to 978 1 601 in 1976.[10]
mC 9014
STAR
Present as C 147. Sold in 2017 to M.IJ.S.M., Marrum-Westernijkerk station.
↑ Klok, Rob (1981), Twee Blokkendozen in actieve dienst. In Op de Rails
↑ NVBS: Op de Rails. Schooneveld, B.: Jules, Jim, Cathérine en verwanten. 4-1931.
Related Research Articles
Railway electrification is the use of electric power for the propulsion of rail transport. Electric railways use either electric locomotives, electric multiple units or both. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines, but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches, and transformers.
The Mersey Railway was the first part of the passenger railway connecting the communities of Liverpool, Birkenhead, and now the rest of the Wirral Peninsula in England, which lie on opposite banks of the River Mersey, via the Mersey Railway Tunnel. The railway opened in 1886 with four stations using steam locomotives hauling unheated wooden carriages; in the next six years the line was extended and three more stations opened. Using the first tunnel under the Mersey the line is the world's oldest underground railway outside London.
London Underground rolling stock includes the electric multiple-unit trains used on the London Underground. These come in two sizes, smaller deep-level tube trains and larger sub-surface trains of a similar size to those on British main lines, both running on standard gauge tracks. New trains are designed for the maximum number of standing passengers and for speed of access to the cars.
The Lancashire and Yorkshire Railway (LYR) built suburban electric stock for lines in Liverpool and Manchester. The line between Liverpool to Southport began using electric multiple units (EMUs) on 22 March 1904, using a third rail 625 V DC. Additional trains were later built for this route, and in 1913 incompatible stock for the route to Ormskirk. Lightweight units were built to run on the Liverpool Overhead Railway.
The British Rail Class 307 electric multiple units were built by BR at Eastleigh Works from 1954 to 1956. They were initially classified as AM7 before the introduction of TOPS.
Veluwse Stoomtrein Maatschappij (VSM) is a Dutch heritage railway between Apeldoorn and Dieren. It passes through the villages of Lieren/Beekbergen, Loenen, and Eerbeek.
Push–pull is a configuration for locomotive-hauled trains, allowing them to be driven from either end of the train, whether having a locomotive at each end or not.
London Underground battery-electric locomotives are battery locomotives used for hauling engineers' trains on the London Underground network where they can operate when the electric traction current is switched off. The first two locomotives were built in 1905 for the construction of the Great Northern, Piccadilly and Brompton Railway, and their success prompted the District Railway to buy two more in 1909, which were the only ones built to the loading gauge of the subsurface lines. Following this, a number of battery vehicles were built by converting redundant motor cars, with the batteries placed in the unused passenger compartment. One exception to this was made by the City and South London Railway, who used a trailer car to hold the batteries, and wired them to a separate locomotive.
An electric multiple unit (EMU) is an electric self-powered train, capable of operating in multiple with other EMUs and without the need for a locomotive; these are typically passenger trains with accommodation in every vehicle and a driving position at each end. The term can also be used to describe a train that is a permanent formation with a non-driving power car, such as the Advanced Passenger Train. As of December 2010, two-thirds of the passenger carriages in Great Britain are formed in EMUs.
The British Rail Class 501 electric multiple units were built in 1955/56 for use on the former LNWR/LMS suburban electric network of the London Midland Region. A total of 57 three-car units were built.
Electric locomotives were first used on the London Underground when the first deep-level tube line, the City and South London Railway (C&SLR), was opened in 1890. The first underground railways in London, the Metropolitan Railway (MR) and the District Railway (DR), used specially built steam locomotives to haul their trains through shallow tunnels which had many ventilation openings to allow steam and smoke to clear from the tunnels. It was impractical to use steam locomotives in the small unvented tubular tunnels of the deep-level lines, and the only options were rope haulage or electric locomotives.
The Tait trains were a wooden bodied Electric Multiple Unit train that operated on the suburban railway network of Melbourne, Victoria, Australia. They were introduced in 1910 by the Victorian Railways as steam locomotive hauled cars, and converted to electric traction from 1919 when the Melbourne electrification project was underway. The trains derived their name from Sir Thomas James Tait, the chairman of commissioners of the Victorian Railways from 1903 to 1910. The first cars were built during 1909 with the last entering service in 1952.
The minimum railway curve radius is the shortest allowable design radius for the centerline of railway tracks under a particular set of conditions. It has an important bearing on construction costs and operating costs and, in combination with superelevation in the case of train tracks, determines the maximum safe speed of a curve. The minimum radius of a curve is one parameter in the design of railway vehicles as well as trams; monorails and automated guideways are also subject to a minimum radius.
The South African Railways Class 1E of 1925 was an electric locomotive.
London's Metropolitan Railway (MR) amalgamated with other underground railways, tramway companies and bus operators on 1 July 1933, to form the London Passenger Transport Board (LPTB); the MR became the Board's Metropolitan line.
Metropolitan Railway electric locomotives were used on London's Metropolitan Railway with conventional carriage stock. On the outer suburban routes an electric locomotive was used at the Baker Street end that was exchanged for a steam locomotive en route.
Metropolitan Railway electric multiple units were used on London's Metropolitan Railway after the lines were electrified in the early 20th century.
The Bessbrook and Newry Tramway operated a 3 ft narrow gauge, hydro-electrically powered tramway transporting passengers and freight between Bessbrook and Newry in Northern Ireland between 1885 and 1948.
The NER electric units were electric multiple units that ran on the Tyneside Electrics, a suburban system based on the English city of Newcastle upon Tyne. In 1904 the North Eastern Railway electrified suburban services on Tyneside with a third rail at 600 V DC and built saloon cars that ran in 3-car to 8-car formations. More cars were built between 1908 and 1915 to cope with increased traffic. In 1918, a fire at Walkergate car shed destroyed 34 cars and replacement cars were built in 1920.
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
